Improvement in fifth-wheels



J. CUNNINGHAM.

FIFTH-WHEEL.

No.169,627. Patented Nov.9,1875.

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N PETERS. F'HDTO-LITHOGRAFHER. wAsmnGrON D C 'E' STATES JAMES cuNN1NeHAM,oF ROCHESTER, Nnw roux,

IMPROVEMENT m FIFTH-WHEELS.

Specification forming part of Letters Patent No. 169,627, dated November 9, 1875; application filed August 30, 1875.

To all whom it may concern:

Be it known that I, JAMES CU NINGHAM, of the city of Rochester, in the county of Mon roe and State ofNew York, have invented a certain new and useful Improvement in Carriages; and I do hereby declare that the following is a full, clear, and exact description of the construction and operation of the same, reference being had to the accompanying drawings, in which- Figure 1 is a plan of the axle, head-block, fifth-wheel, and reach of a carriage, showing my improvement. Fig. 2 is a vertical section of the same. Figs. 3 and 4 are detail views.

My improvement relates to that class of carriages in which the reach is sunken or depressed so that the fifth-wheel comes above it instead of below it, as in the old style of carriages. Carriages of this kind are already known hence I lay no claim, broadly, to a depressed reach.

My invention consists of a depressed or bent reach, having an eye that forms a direct connection of the reach with the king-bolt; also of lugs forged on or from the upper half of the fifth-wheel, which are bolted to the top of the reach, and embrace the lower half of the fifth-wheel also stays or braces from the reach to the head-block and axle.

A represents the front axle. B is the headblock or bolster. G is the king-bolt, secured to the axle by a suitable clip, j, and passing through the head-block. D is the upper half, and E the lower half, of the fifth-wheel. G G is the double reach. Thus far the parts are of ordinary construction. The reach G G is depressed or sunken, so as lie beneath the fifthwheel, which allows the carriage-body to be set lower without striking.

Heretofore, so far as I am aware, the attachment of the depressed reach to the front running-gear has been by an arm or arms bent upward, and connecting with the head-block or bolster above the axle, thus forming an indirect connection, and bringing the attachment so high, and so out of line with the reach, as to produce leverage, and having a tendency to twist or turn the head-block back over the axle, thereby producing great friction or strain, especially under sudden shocks in passing over irregular surfaces.- It is also subject to great strain, owing to the rocking action of the headbl'ock upon the-axle, as it is impossible to: so connect the head-block and axle that they will always keep in the same exact plane in passing over irregularities of the surface. Under such action the strain is expended upon the arm, and itis liable tobending and disarrangement, and, if broken, the reach becomes detached. To obviate these difficulties I make a direct connection of the reach to the kingbolt by forming on the extremity an eye, a, which fits upon the king-bolt G, as shown. A permanent and unfailing connection is thus made in line with the axle, thus preventing twisting or strain on the head-block, produced by the leverage. Should the braces become broken, loosened, or bent, this eye-connection of the reach will always preserve the connection, and prevent accident. The eye fits in the space between the axle and head-block, and lies in a horizontal line with the fifth-wheel, so that the action will be easy. In addition to this connection I employ braces 01 d, extend v ing from the reach, respectively, to the headblock and bottom of the axle, to which they are bolted, as shown. These braces serve to prevent undue rocking action, the eye a receiving the draft and preservingthe connection. The eye (it produces a strong and simple connection, is cheaply and easily made, and takes the strain from the braces, which alone are insufficientibr the purpose. Iform,midway on the upper half of the fifth-wheel, two lugs, g g, which extend downward in an angular direction, and are bolted on top the reach. These lugs form a part of the body of the upper half of the fifth Wheel, and they embrace the lower half l0osely thereby allowing it a free turning motion, while they form a guide. I thereby avoid the use of separate blocks and cushions interposed between the reach and the upper half of the fifth-wheel, which is necessary when simple bolts are used to enable the lower half to run free.

wheel to the reach much stronger, and avoids the use of separate parts, which are liable to get loose and rattle, and it also simplifies the construction, and greatly reduces the cost. The lower half of the fifth-wheel is provided Witha concentric slot, 19, Figs. 2 and -.l, through which passes a bolt, 1", made fast to the upper This makes the connection of the fifthhalf. On this bolt, beneath the lower half, is a rubber packing, s, which fits between two metallic thi mbles' or washers, t t. A nut, w, rests on the bolt beneath the thimbles, by

which the packing is tightened. This packing" 2. The lugs g g, formed from the body of the upper half of the fifth-wheel, extending down and bolted to the reach without intermediate parts, and inclosing the lower half of the fifthwheel', and forming a guide thereto, as shown and described, and for the purpose specified.

3.The combination, with the bent reach, having the eye a connected with the king-bolt O of the braces 01 d, extending from the reach to the head-block and axle, as shown and described, and for the purpose specified.

In witness whereof I have hereunto signed myname in the presence of two subscribing witnesses.

. JAMES CUNNINGHAM.

Witnesses AUGUSTUS FRENOH, JEREMIAH GooDsPEEn. 

